B2K/10 - 10/B specifications

The B2K/10 is a two seater, open cockpit sports racing car, eligible for FIA Sports Car Championship, GrandAm and European Championships, Lola ’SR1' car can be modified for the LMP900 class ( ALMS ) and Le Mans. In developping the car an extensive aerodynamic programme drew on experience from former programmes like B98/10. CAD-designed utilising the most modern carbon composite manufacturing techniques, giving the maximum level of structural integrity. The high sided monocoque, moulded to form the exterior surfaces of the car to reduce the number of bodywork sections will be made in two halves. Internal panels and central spine are bonded as an integral part of the monocoque. The bodywork in six main pieces is autoclave cured for light weight and stiffness and resistance to heat and load. Wheel arches incorporate Kevlar panels for stone damage protection.

Engine and gearbox are mounted lower to improved gravity center and stability. Two basic versions of the car are concieved : one for atmospheric and one for turbo engines. Within each version engine installation is optimised, airboxes, induction and exhaust systems designs are fully adressed, including the use of air restrictors and the individual cooling requirements. Engine installations currently available are : 4.0L Judd V10 and the 5.4 to 6.0 L Ford V8 and the Porsche twin turbo.

Version B has brought several improvements in the aerodynamic field : better downforce, transmission and brake cooling and better access to front parts without removing the nose section.Introduced during 2000 season this car turned fast enough to claim several victories and versatile enough to accept various engines. ( source Lola Cars )


  CAD-designed using the latest CATIA software, utilising the most modern carbon composite manufacturing techniques, giving the maximum level of structural integrity. The high sided monocoque, moulded to form the exterior surfaces of the car to reduce the number of bodywork sections, will be made in two halves, each cured in a high temperature, high pressure autoclave giving maximum consolidation of the composite laminate. The dash, seat-back, internal panels and central spine are all similarly formed and bonded as an integral part of the monocoque. The fuel compartment is within this safety cell protected, like the driver, by a modular tubular steel roll-over structure. Rigidly mounted to the front of the safety cell is the composite impact structure designed to meet or exceed the latest stringent FIA crash test requirement.
Bodywork, in six main sections, is autoclave cured for light weight and stiffness, and resistance to heat and load. Wheel arches incorporate Kevlar panels for stone damage protection.Radiator inlet ducts and side pods are moulded separately and provide optimum cooling as well as providing side impact protection.
The nose and its mounting in particular are extremely rigid to eliminate any loss of aerodynamic performance, and permit significant adjustment to downforce. While achieving minimum frontal area, provision is made for adequate wheel travel on bumpy tracks with a high downforce requirement.
  Front: Independent unequal length upper and lower wishbones with a three spring/damper unit arrangement option mounted inboard operated via pushrods. The spring/damper units mounted longitudinally on top of the chassis moulding are accessible via a hatch, without the need to remove the nose section.
Rear: Independent via unequal length upper and lower wishbones with inboard twin spring/damper arrangement and third spring/damper option operated via pushrods. The spring/damper units are mounted longitudinally on top of the bell housing.
  Lola designed, 6-speed sequential tranverse transmission concieved with the assitance of FEA software for reliability and swift ratio changing. A drop gear system incorporates in the transmission bellhoousing is adaptable to the different rpm range of each engine type and reduces torque loadings in the gearbox. Dry sump lubrification system for maximum efficiency. All ratio changes are achieved with all car components remaining in situ, including floors and suspension and without oil loss.
B model has redesigned internals with wider gears and larger diameter shafts to accomodate greater torque loads and increase of gear life.
  In the interests of chassis stiffness and relieving the engine of torsional stress, a wide-based 'N' frame structure is used to transfer loads directly from the bellhousing to the monocoque.
The cast aluminium bellhousing is dedicated to each engine option, mounting directly to the transmission casing and includes the onboard electric starter motor.
The turbo engine installation requires air to air charge intercoolers necessitating additional cooling ducting, derived from the aerodynamic test programme. The types of clutch provided for are 5½" dia 3 or 4 plate, sintered or carbon/carbon.
  Latest generation of AP Sportscar 6-pot calipers allowing the use of either 37mm thick carbon discs for Le Mans or AP ventilated iron discs for WSC and ISRS. 15" diameter discs can be used. Aerodynamically optimised, adjustable-flow brake cooling ducts front and rear. Adjustable pedal mountings incorporate driver operated brake bias.
  Engine oil tank incorporating de-aeration system is located within the rear of the monocoque. Detail design of tank and system arrived at in collaboration with engine supplier.
  Forged monobloc construction 17" diameter wheel to quit up to 655 mm diameter front tyre, 724 mm diameter rear tyre.
Front Track:
Back Track:
Total Length:
2800 mm
1660 mm
1580 mm
4650 mm
900 kg minimum
  Military specifications wiring looms with modular design for ease of installation. all electrics mountes directly to the inside of the monocoque for protection, access and reliability. 12 volt high amp hour battery to cope with all engine starts.
Plug for jump battery or battery charger. Two powerfull long range and wide angle headlights housed in the nose section plus indicators, rear lights. Emergency switch to cut power off as per regulations set by FIA.
  Twin water radiators and an engine oil heat exchanger. The water system can have thermostatic control for endurance races to optimize engine efficiency during cool nighttime conditions and is fed via airspring with fittings to bleed air from radiators, plus a pressure connection for pressurized systems.
  Tank capacity up to 90 liters. System includes safety breakaway couplings. Fuel cell is housed within the monocoque and accessed through aluminum hatches.


Front Body

Rear Suspension

B2K/10 - Ford V8 6L

Phillip Creighton Racing was the first team to race a Ford B2K10 mainly during 2000 Rolex championship and missed victory for minor troubles.
Car last appearance was Daytona 2001 sanctionned by a DNF.

Konrad Motorsport used the V8 with some success, best result being a second place in the 2000 Adelaide ALMS race. The car raced at Le Mans under the colours of Jan Lammers Team for Holland but was forced to retire after having lost a wheel along the track.
Car made a couple of races in Europe without any success and its last appearance - Nurburgring 2001 - ended with a DNS due to air intakes conformity after scoring the pole.


B2K/10 - Judd V10 GV4 ( MG )

First to race the car, Team Rafanelli SRL showed quickly its potential and missed a unique occasion to beat the Audis and score a victory in Silverstone ALMS 2000. Therafter two many engine problems cut their efforts. 2000 Le Mans assault was no difference despite a 5th row on the grid. Damage caused to the front cell due to a contact with the rails forced the team to push on the car to regain places until engined expired.

Intersport Racing is for sure the team that had raced this type of car the most. After getting their first chassis mid-season 2000, they acquired a 10B for 2001. With 2 victories in GrandAm 2001 and several 2nd or 3rd places these cars are the most successfull of all. 2002 could have been the year of the great reward when they led Daytona 24 hours for 10 hours before having to retire at mid-morning with a broken halfshaft.


B2K/10 - Porsche Twin Turbo

Champion Racing, well known for its numerous participation with Porsche GT1 in the ALMS championship decided to capitalized their experience and mount a twin turbo within their chassis. First races remained dedicated to secure this original mounting. By 2001 problems were solved and with some more luck next appearances could have been very successfull.
Best results remain a 2nd place at 2001 GrandAm Finale and a 4th at 2002 Daytona 24 hours for its last race before Champion turned to Audi.

A special thought to Bob Wollek who was listed on the driver list for Sebring 2001. The team withdrawed its entry after his fatal bike accident betwen pratice sessions and race day.


B2K/10B - Catepillar Diesel twin Turbo

Taurus Racing has raced a diesel engine to race 2004 Le Mans 24 Hours. New air intakes can be seen on either side of the ailes.
Le Mans race has been a real condition test and car surrender after 2 hours. Back on track at Silverstone, car better qualified and fight hard for a full four hours when stopped due to transmission/gearbox problems.
2005 should have seen the team capitalized its experience but financial problems have killed the project for the moment.
2006 was supposed to see the project back on rail combined with bio-carburant .but dramas on and out of the track didn't permit this second attempt to reach further explotation..